F35 High-Speed Cycle Route Twente

The start of the Enschede – Hengelo segment of the F35 High-Speed Cycle Route. The sign says: “Fietssnelweg”, literally “bicycle-fast-way”, a variation of “car-fast-way” or “Autosnelweg”, which is the normal Dutch term for ‘motorway’.

• Reducing congestion on motor routes to the city centres, railway stations, offices and event locations by providing a good alternative to the ever-increasing motor traffic (mobility aspect)
• Connecting cities, towns, villages and recreational destinations (recreational aspect)
• A fast connection to the central areas where most people work and live and where most public amenities can be found (economic aspect)
• A fast connection between the city (parts), villages and new urban areas to connect people from all social backgrounds (social aspect)
• A contribution in reducing CO2 emissions and noise levels (environmental aspects)
• Stimulating physical exercise by cycling (public health aspect)
• Reducing the number of traffic casualties (traffic safety aspect)
• A visible project to put the region Twente on the map (PR aspect)”

The entire 60 kilometre route of the F35 High-Speed Cycle Route. The green part represents the finished connection between Enschede and Hengelo and it is the part where the videos were shot.

Design principles of the F35 High-Speed Cycle Route

1. Profile: bi-directional cycle path with a minimal width of 4 meters.
2. Where motor traffic intensities are below 5,000 vehicles per day, a cycle street is sufficient.
3. Intersections with:
   1. distributor roads: grade-separated;
   2. district access roads: grade-separated or roundabout;
   3. estate access roads: at grade crossing with priority for cyclists.

4. Profile district access streets: bi-directional cycle path with a minimal width of 4 metres (in the largest cities 4.5 metres). Separation from pedestrians; a footpath with a minimal width of 2 metres next to the cycle track.
5. Profile estate access streets: bi-directional cycle path with a minimal width of 4 metres (in the largest cities 4.5 metres). Where motor traffic intensities are below 2,500 vehicles per day a cycle street is sufficient.
6. Intersections:
   1. Maximal delay 15 seconds per kilometre.
   2. District access streets: main arterial streets, grade-separated, other streets, at grade or roundabout with priority for cyclists or traffic lights with a maximal red time of 30 seconds.
   3. Estate access streets: cyclists have priority.

7. The surface must be very smooth, the route has to be lit and planting should provide protection against the wind. Inclines must be below 4%.
8. The route must have a high sense of social safety. This can be enhanced by proximity of housing or amenities with a lot of people and by the lights.
9. At the locations of offices, railway stations and other public amenities there should be ample parking for bicycles, with (repair) services and rental bikes such as Public Transport bikes (OV-Fiets).
10. The design follows the design principles of the CROW design manual for bicycle traffic.
11. Where the cycle route runs parallel to the railways it must comply to the design regulations of the railway company.
12. The distance to the railway tracks is preferably at least 2 metres (with a minimum of 1.2 metres).
13. The cycle route has sufficient connections to the local cycle network. The mesh width should not exceed 300 metres in the built up area and 500 metres outside the built up area.

Another finished part of the F35 High-Speed Cycle Route can be found in the city of Almelo.